These are not great metrics, but are useful heuristics – including for verifying and comparing claims of density and network length metrics per council (a pertinent topic!) with deterministic, open source calculations on human-verified consensus-based data (OpenStreetMap – which I contribute to almost daily).

A better metric, perhaps the most important, is cycling access using safe streets and cycleways – and one I am deeply passionate about. Affordable homes where people want to live need safe access to destinations people want to visit (without burning oil). Measuring this metric is important – almost as important as increasing it.

UrbanSpectra is open to work for evaluating, modelling, visualising and communicating urban data – and has an exciting product in development. If your private or public organisation is looking for rigorous analysis or tools using such data, or is interested in an early demo of this product – get in touch!

UrbanSpectra‘s capability statement is published at urbanspectra.com/capability-statement/

The post Updates to Australian Cycleway Stats first appeared on Jake Coppinger.

It’s a long one – TLDR; we support it! I hope the citations may be of enduring value for the context and history of these intersections (if you’re a Wikipedia editor, contact me if you’d like the Wikitext to save rewriting references). It was originally published on the Better Streets website, and was submitted as a PDF.

I sought open review from Better Streets members and it was approved by Better Streets leadership. Thanks very much to all the very talented reviewers (from diverse professional backgrounds) for their valuable input, advice, and review.

Better Streets strongly supports the proposed concept design for walking and cycling improvements between South Eveleigh and Waterloo Metro.^[1][2] Planting new street trees, widening the footpath, and providing a dedicated bus stop platform outside the Waterloo Metro station will greatly benefit the local community, visitors, commuters, and future residents.

The implementation of a separated cycleway along Henderson Road will complete the essential missing link from the existing Henderson Road cycleway to George Street. This link will measurably improve safety and access for people cycling between Erskineville, Waterloo Metro Station, and the George Street Cycleway.

The proposed walking and cycling improvements between South Eveleigh and Waterloo Metro will improve bus prioritisation, improve safety, and provide a critical connection for people riding bikes.

This submission details opportunities for improving the experience and safety of people walking and riding, by:

• Improving bus reliability to make public transport more convenient
• Reducing traffic signal delays for people walking and riding
• Streetscape improvements for the Botany Road shopping street; and
• Suggestions for walking and cycling prioritisation on SP2 land

Together, these improvements will begin to repair decades of damage caused by a dangerous, high-traffic arterial corridor, and will improve the well-being of the community, economy, and environment.

Better Streets is a national registered charity and Australia’s peak body advocating for safer, healthier, and more sustainable streets.^[3] It is made up of a coalition of over 130 member organisations.^[4][5][6] It is volunteer-driven, does not receive government funding, and is funded by membership and donations from the public.^[7] This submission was informed and reviewed by a number of transport professionals within Better Streets.

Quick position summary

Better Streets is supportive of measures that improve the experience of people walking, cycling, and resting on streets, including widening footpaths, building safe separated cycleways, bus priority measures, planting more trees, and reducing private car parking on public road space to encourage mode shift. We encourage shorter waiting times at signalised intersections for people walking and riding, and support 30km/h speed limits on local streets.^[8][9] We oppose measures to increase private vehicle road capacity in built-up areas.

Bus prioritisation

Better Streets supports the bus prioritisation measures on Raglan Street east of Botany Road. Such measures could reduce traffic intrusion into the existing and proposed residential neighbourhoods along Raglan Street and in Waterloo. Improving the on-time running of buses will encourage people to use public transport, and will enable new housing without debilitating vehicle traffic.

We support the footpath extensions and an appropriate floating bus stop treatment as implemented on the newly completed Oxford Street cycleway.

Streetscape improvements should proceed regardless of bus priority improvements

The streetscape improvements should proceed regardless of the bus prioritisation improvements. It would be a huge loss for the community, environment, and Transport for NSW (TfNSW) / City of Sydney (CoS) to not improve the streetscape.

The bus improvements were not included in the Chatswood to Sydenham Metro (EIS Technical Paper 1^[10], CoS-commissioned 2021 Cattell Cooper Report^{[11]: 44, 45, 46}, Get NSW Active 2023-24 description^[12], or action C5 of the Waterloo Station Interchange Access Plan^[13], so we assume this is an improvement based on considerations of the Road User Space Allocation Policy (RUSAP) as bolstered by the Connecting NSW strategy.^[14] Alternative explanations for its inclusion could be that it addresses a regression regarding Condition D12 of the Sydney Metro City & Southwest (C&SW) Conditions of Approval (CoA)^[15], frees up temporal capacity at the traffic signal TCS47 (aka. WLO01 or S.ID 54) to permit the project through the TCS approval gauntlet^[16], or – could advertently impede project implementation.^[a]

Shorter traffic signal cycle times improve bus operations

Improving signal phasing by lowering traffic signal cycle times would significantly reduce delays for people walking and riding bikes. Such changes would also improve bus reliability and shorten trips.

According to the TfNSW study on the broad 2018 Sydney CBD traffic signal cycle time changes, reducing the maximum traffic signal cycle time by 20 seconds had a neutral to positive impact on bus operations^[17] and “no measurable impacts on traffic operations”.^{[18]: (A) (vii)}

The study observed “Buses continued to operate normally”^[19][20], on most streets they ran faster, and on one street they arrived an average of 3.6 minutes earlier^{[21][20]: 5} – so much faster bus drivers were apparently unable to drive slowly enough to meet the old timetable. Only one of the streets analysed had slower buses (with less than 50 seconds average delays behind the timetable).

This evidence can help address the recurring concerns about traffic signal timing negatively impacting bus operations, and whether delays could impact commercial operation arrangements.^[c]

In any case, from first principles – if buses are provided with a dedicated lane, and no split failures at signals occur in the bus lane (i.e. as long as there isn’t a line of 10 buses trying to get through!), more frequent green lights would benefit buses and people walking and riding a bike.

Road space should be reallocated as necessary to ensure buses operate more efficiently. Implementing a dedicated bus lane along the paired one way roads – Harris Street, Regent Street, and Botany Road southbound; Henderson Road, Wyndham Street, Gibbons Street, Regent Street, Cleveland Street, Abercrombie Street, and Wattle Street northbound (known as the Southern Arterial Route) – would increase the people-moving capacity of the road and support the delivery of much needed housing supply of all types.^[14][35][36]

Southern Arterial Route

Better Streets does not support extending the Southern Arterial Route^[37] paired one-way roads (or increasing private vehicle traffic capacity in this corridor) to Green Square or further south – either as part of the development of the Henderson Road Cycleway or in the future.^{[38][d][e][f]} Each of these roads should be two-way, including the future O’Riordan Street realignment at Green Square station.^[g]

The Henderson Road Cycleway directly intersects with the Southern Arterial Route at two intersections. Henderson Road functions as the current terminus of the “Claytons” freeway.^[45]

These two intersections have strategic and historical significance – as the proposed terminus in the (rejected) 1987 “Wyndham Street Residents’ Alternative”^[46]: 102, the terminus of the Stage 2 works in 1992, and subsequent abandonment of Stage 3 in 1993. Long signal cycle times have been documented at these intersections.^{[47][48][49]: 8} The implementation of Stage 2 created so much traffic congestion that it led people to support Stage 3 on the grounds that it would abolish the bottleneck at Henderson Road.^[39]: 1 The 1993 Citizen’s Advocate Report stated “Ideally we need a solution to the problems of Stage 2 which does not involve the evils of Stage 3.”^[39]: 1

“It’s crazy to bring more traffic into the city” (Margaret Barry, 1988).^[50] We trust times have changed since 1993.^[e]

Safety

Streetscape improvements will improve safety for people walking and riding bikes

Better Streets does not support outdated and pedestrian-hostile measures such as widened traffic lanes or pedestrian fencing, and opposes the installation of such measures in conjunction with streetscape works for this project. Adding a separated cycleway and widening footpaths will improve the safety of people walking and riding (vulnerable road users). Better Streets notes part of Henderson Road makes up a 2-star AusRAP segment.^[51][h]

The opening of Stage 2 of the Southern Arterial route in 1992 turned Henderson Road into an extremely dangerous corridor.^[51][52][49] “Mike”, who lived on a busy corner of Wyndham ran “a kind of unofficial St John’s Ambulance station from his house”, coming out to look after the victims lying on the road. He said in 1993 “Since I’ve lived here I’ve lost 5 blankets.. and saved two lives.”. In December 1992 a car crashed into his house. Mike stated “They are crucifying the people who live here”.^[39]: 9

If it is to be redeveloped, SP2 zoned land on the west side of Botany Road (south of Henderson Road) should be utilised for cycling or walking infrastructure to serve new housing, not to add private vehicle lanes or parking outside a metro station.^[i]

Better Streets also encourages future consideration of making Railway Parade one-way between Erskineville Road/Swanson Street and Sydney Lane, as Raglan Street east of Botany Road will effectively become a modal filter. This would unlock space for a separated cycleway rather than a shared path, reducing conflicts with pedestrians.

Remove heavy and hazardous vehicles from residential streets

Dangerous traffic should not travel adjacent to or interact with residents and people walking and cycling in a dense urban area. Redirecting appropriate heavy and hazardous traffic into underground tunnels would deliver significant safety and amenity benefits. “Realising the benefits of WestConnex and Sydney Gateway … will be important to reducing heavy vehicle traffic on the Botany Road Corridor”.^[11]: 29

Now that WestConnex has been built, heavy or hazardous freight traffic should be diverted to underground tunnels and away from residential areas and vulnerable road users.

Botany Road, Regent Street and Gibbons Street are classified as Dangerous goods corridors^[53], necessitating use of Henderson Road – which is adjacent to the proposed Henderson Road cycleway and residential buildings, where people live, walk to school, and work. Heavy vehicles in local streets result in oversized intersections, which encourage fast vehicle movements just outside a metro station and high-rise housing.

The policy to permit hazardous freight traffic to operate near people on residential streets rather than distanced in fire-suppressed tunnels was identified as a problem by the Inner Sydney Regional Transport Group in 1986, by residents in 1993, and re-confirmed by Cattell Cooper consultants in 2021. This is in line with the 1993 RTA finding that “the societal impact of a tunnel incident involving dangerous goods was preferable to a dangerous goods incident on the alternate route which ran past schools and hospitals”^{[11]: 29 [54]}, which led to the M5 East tunnel being designed to permit use by vehicles carrying dangerous goods.

“New Zealand and Australia are established world leaders in the use of FFFSs [fixed firefighting systems] road tunnels” (US Federal Highway Administration)^[55] Austroads notes “The current specifications adopted for Australasian tunnels are of world class standards, and “In almost all cases, the performance of Australasian tunnels exceeded the performance of international tunnels.”^[56] “Large bulk quantities of dangerous industrial chemicals moving at high speed with commuter traffic through city streets create the potential for major disaster (Inner Sydney Regional Transport Group, 1986).^[57]: 4

When I put it to her that the Southern Arterial was the preferred truck route rather than South Dowling because you couldn’t transport dangerous/noxious goods that way because of the tunnels and what would happen if there was an accident in the tunnels, her reply was: “so it’s all right if it happens outside our homes rather than in their tunnels, so it’s our problem not theirs. What kind of logic is that?” – Carol, of Wyndham Street (1993).^[39]: 8

Removal of the one-way pair will support road space reallocation to public and active transport

Better Streets supports increasing the road corridor people-moving capacity through the reallocation of road space and provision of public and active transport. This is not a radical view – it is (excellent) TfNSW policy^[14] and supported by the Grattan Institute.^[35]

We note the proposal does not reallocate any road space for general vehicle traffic travelling westbound on Henderson to northbound on Wyndham. Removal of the one-way pair would offer the opportunity to reconfigure and reduce the private vehicle traffic lanes on Henderson Road.^[11]: 44

We support the long-standing^{[58][59][60][61][62]} and more recently proposed^[11][63] conversion of Botany Road north of Raglan Street from one-way to two-way operation.

The Henderson Road cycleway will connect South Eveleigh to Waterloo and beyond, repairing the severance identified before the Alexandria Goods Yards were even developed.^{[57]: 20, 21} The Botany Road “shopping centre” / “shopping arcades” (or “Waterloo shopping centre” – described as the intersection of Regent/Botany/Raglan/Henderson) has been struggling since 1992^{[39]: 17 [49]: 3} as predicted.^[64] Walkable and bikeable streets are good for business.^[65]

Implementing a cycleway along Henderson Road does not appear to, and should not, preclude future traffic-calming, transit or safety improvements on Botany Road.

Traffic signal operation

Traffic signals and signal phases have an impact on the economy and the experience of people walking and cycling. Any plans to improve the environment around Henderson Road should prioritise the Level of Service (LoS) for people walking and cycling.

We encourage TfNSW Network Operations to use the minimum possible cycle time to prioritise the Level of Service for people walking and cycling.

We are unaware of any mechanism for the City of Sydney to influence traffic signal cycle times and to ensure pedestrian and cyclist LoS is prioritised.^[18] The effects of this post-installation control are visible in the experience of Green Square^[29], an otherwise notable urban infill precinct which may see future comparison with Nordhavn.

For future stages, we urge the traffic modelling and analysis to focus on the LoS for people walking and riding. This is as per TfNSW’s mandatory RUSAP, which states temporal allocation should consider pedestrians before cars (and all other modes)^[66][j]

Statements such as “Roads and Maritime Services (RMS) [TfNSW predecessor] is responsible for traffic signals and by their operation they generally give priority to motor vehicles over pedestrians” (unanimously approved City of Sydney motion^{[18]: (A) (iv)}) is of great concern and demonstrates parts of the organisation did not consider people walking as important as people driving.

Sydney Metro Condition of Approval interpretation may contradict RUSAP

Better Streets is concerned a Sydney Metro Condition of Approval contradicts the Road User Space Allocation Policy (RUSAP)^[66], constraining improvements at intersections in this project. Condition D12 states:

D12: Traffic on local roads around each station must be monitored 12 months before the CSSI commences operation and for a period of no less than 12 months after commencement of operation. If monitoring indicates unacceptable traffic intrusion on local roads/streets as a result of operation of the CSSI beyond those that could reasonably be predicted in the EIS and/or Interchange Access Plan(s) in Condition E92, appropriate traffic management measures to mitigate the monitored impacts must be implemented following consultation with the Sydney Coordination Office and Relevant Road Authorities.^[15]

This requirement was interpreted in the Block 1 Report^[67] as measuring and preserving the Level of Service metric of vehicles at nearby intersections (including TCS47 and TCS55) at the expense of other modes.

A possible (and greatly concerning) interpretation is that Condition D12 locks in prioritisation of general vehicle traffic (rather than preventing ‘traffic intrusion’) – against TfNSW’s own policy – over all other modes at many intersections in this project. It is unclear whether this condition extends to 12 months after the completion of the Bankstown link conversion.

It would be absurd if this condition provides cover for the “vehicle-focused” “clan” within TfNSW^[68] around every C&SW Metro station (and every Metro West station captured by CoA E126 and E124) – especially in the context of abysmal CoA compliance for active^[69][70][71] and public transport reparations^[72] in major road projects.

Better signal timing would improve temporal allocation of road space

The TfNSW Network (SCATS) Operations team must adopt its own Road User Space Allocation Policy which outlines the allocation of “physical and temporal road user space”, and where the priority of people walking and cycling is considered before general traffic. This policy is mandatory^[66] though only sometimes followed.^[73]

As fewer individual vehicles will need to be accommodated, we expect the bus-only segment at Raglan Street would free up temporal capacity at Botany Road and Henderson Road (TCS 47), with little-to-no concern of split failures of buses. In line with best practice road space reallocation from general vehicle lanes, TfNSW should reallocate any spare temporal capacity to pedestrians and cyclists through reducing cycle times.

TfNSW does not publish minimum possible traffic cycle times – or as-run cycle times. The gap between minimum and actual cycle times are a quantitative indicator of the government’s prioritisation of active/public transport versus general vehicle traffic.

In contrast with physical road space reallocation, traffic signal cycle times are a trivially revertible, zero-cost, continuous variable – rather than quite literally set-in-concrete discrete step function of physical capacity (the curb!). If SCATS is capable, this could be changed slowly rather than as an immediate step function. Such adjustments are well known to software engineers as “progressive rollouts” as a technique to avoid disruption. Such changes, like physical changes, dial up and down road capacity and therefore demand^[k] (and is a proven measure to improve pedestrian safety at intersections^[76] to get back on track for Vision Zero).

By design, SCATS ‘predicts and provides’ temporal road space to accommodate as much unconstrained private vehicle traffic as it can^[18] up to the cycle time limit (in the absence of demand pricing and ambitious road user charging reform^[77][78][79]). The RUSAP review noted “…temporal considerations of road space allocation are rarely discussed in the road space allocation conversation.”^[73]: 21 – all this damning review could do was point a finger at the topic: it wasn’t even able to level criticism at signal timing due to the lack of transparency. This would be like stating ‘public authorities are rarely discussed in the power structure conversation’ in a history of New York – an oversight (and understatement) so damning it’s effectively admitting blindness (without even touching on the concerning possibility state control could re-route through TCS approvals^[16] in the post Traffic Committee delegation era^{[80][81][82][83]}).

If SCATS cannot “support the NSW Government’s “movement and place” policy” or RUSAP there should be “a review of the Sydney Coordinated Adaptive Traffic System to support the NSW Government’s “movement and place” policy in relation to improvements or alternatives to better serve pedestrians.” (unanimously approved CoS motion by Philip Thalis, Australian Institute of Architects 2024 Gold Medallist ^{[18]: (B) (iii)}) SCATS customers are surely watching if it can rise to the challenge. If it can implement NSW Government Policy – we are awaiting evidence.^[32]

Better Streets (and other groups) continue to advocate for traffic signal operation transparency and open signal phasing data to monitor this progress.

East-west private vehicle capacity

Pitt St & McEvoy Street should not be opened for private vehicle traffic

Better Streets supports the proposed bus-priority works to prevent private vehicle traffic intrusion into residential areas, and supports the continued closure for private vehicles at Pitt Street & McEvoy Street to similar effect.^[d]

The original proposal to open McEvoy to Pitt Street for private vehicles^{[84]: 873 (PDF 59), 905 (91)} was a major issue raised by residents.^[85] Better Streets is aware of community concern this proposal represents an opportunity for this intersection to be re-evaluated.^[86][a]

After hearing community feedback^[87] (and “in a community win”^[88]) the Department of Planning and Environment “decided to extend Pitt Street but keep it closed to traffic at McEvoy Street, to make it safer and easier for local residents to walk and cycle.”^{[87][89][90][91]} Keeping Pitt Street South closed for private vehicles and allowing flexibility to achieve tall building design outcomes are “key features of the latest plan for Waterloo South following community feedback.”^[87]

A2MP must not be justified by bus priority works

Better Streets rejects any future suggestions that east-west bus priority works on Raglan Street would necessitate works to increase private vehicle capacity at McEvoy Street & Botany Road^[92]: 13 or complete the Alexandria to Moore Park (A2MP) Project.^[93][94] A2MP construction would require the “bulldozing” of homes and businesses from Alexandria to Waterloo.^[95]

The A2MP project is currently “In progress” according to the TfNSW website.^[96] “The effects of the [A2MP] upgrade on the Botany Road corridor upstream in the north-south direction are currently unknown.”^[53] “TfNSW has not provided a timeframe for the compulsory acquisition process or road widening, and alignment works.” (September, 2025)^[97]

The Infrastructure Opportunities Plan – released 6 days ago – includes $18 million for “Improvment (sic) work at McEvoy Street and Botany Road”, with “planning and design underway” for completion this year.^[92][98] Increasing capacity for dangerous freight traffic towards dense Waterloo neighbourhoods and Henderson Road is bad policy and suggests “vehicle-focused” “very powerful vested interests”.^[68] Those funds could have gone to reopening a (flat) Glebe Island Bridge^[99] – once again, this is ‘freeways by stealth’.^[100] The dedicated left-turn bay from McEvoy Street into Botany Road should be reallocated to footpaths and parklands.^[53]

Such destruction would squarely fall on the legacy of WestConnex Network Integration works^[101], the “vehicle-focused” “clan” within Transport for NSW^[68][d] and the long and horrifying history of proposed resumption, demolition and widening of the arterial route along the McEvoy Street corridor from Sydney Park Road to Moore Park (1951^[103] (1945/1948^{[104][105][106]}), 1958^[107], 1961-1969^[108], 1967-1968^{[109][110][111]}, 1971^[112], 1980^[113][114], 1981^{[115][46]: 2}, 1987^[46]: 112, 1998^[116], 2007^[61], 2017^[117], 2023^[94]) – and not due to a short bus-only street or a ~2m wide cycleway.

“The DMR has a long memory and has at last talked the government around to the plans it has always had its heart set on” (Stephen Harris, Senior Lecturer in Town Planning, UNSW, 1986).^[40][e] “All the pieces are sitting in someone’s desk. It is time they came out.”^[100]

Notes

References

1. ↑ “Have your say on walking and cycling improvements between South Eveleigh and Waterloo Metro”. City of Sydney. Archived from the original on 2026-03-02. Retrieved 2026-03-03.
2. ↑ “Concept design – South Eveleigh to Waterloo Metro walking and cycling improvements” (PDF). City of Sydney Council. Archived (PDF) from the original on 2026-03-02.
3. ↑ “Better Streets Australia”. Better Streets.
4. ↑ “Better Streets Board for 2025–26”. Better Streets. 2025-11-25.
5. ↑ “Coalition partners”. Better Streets.
6. ↑ “Coalition Members”. Better Streets.
7. ↑ “Membership”. Better Streets.
8. ↑ “Better Streets Safe Speeds position paper”. Better Streets.
9. ↑ “POSITION PAPER – Safe Speeds” (PDF). Better Streets. February 2026.
10. ↑ A new on-road cycle route would be provided along Raglan Street and Henderson Street, between George Street to the east and the shared path through the Vice Chancellors Oval to the west. This would provide direct access past the station entrance, connecting existing cycle route facilities to the east and west of the station.
    Jacobs (May 2016). “CHATSWOOD TO SYDENHAM ENVIRONMENTAL IMPACT STATEMENT – TECHNICAL PAPER 1: TRAFFIC AND TRANSPORT” (PDF). Sydney Metro. p. 210. Archived (PDF) from the original on 2025-07-25.
11. ↑ ^{11.0 11.1 11.2 11.3 11.4} Cattell Cooper (April 2021). “Botany Road Corridor – Transport and Traffic” (PDF). City of Sydney. Archived (PDF) from the original on 2025-10-29.
12. ↑ “Get NSW Active 2023-24 Project List – Tranches 1 & 2” (PDF). Transport for NSW. p. 2. Archived (PDF) from the original on 2025-12-09. Henderson Rd and Raglan St cycleway – Separated Bike Path Design – $580,000 (Funding Amount) – A separated cycleway link between Henderson Rd cycleway and George St cycleway at Waterloo Metro station.
13. ↑ “Investigate extending the cycling connection on Henderson Road to the George Street cycleway” – Timing (start to finish) 2021-2030
    “Interchange Access Plan” (PDF). Sydney Metro. July 2021. p. 50. Archived (PDF) from the original on 2024-06-30. Retrieved 2026-03-03.
14. ↑ ^{14.0 14.1 14.2} We will rebalance road investment, from providing additional capacity for general traffic (such as through road widening), to reallocating of existing road space for public transport and active transport alternatives. More space for buses can lead to fewer vehicles moving more people.
    The reallocation of road space will be required for high quality, frequent, turn-up-and-go bus services which can support the delivery of more diverse, ‘missing middle’ housing in areas closer to existing infrastructure, services and jobs.
    Transport for NSW (October 2025). “Connecting NSW Strategy – Priorities for Transport” (PDF). New South Wales Government. p. 27. Archived (PDF) from the original on 2025-11-01. Retrieved 2026-03-03.
15. ↑ ^{15.0 15.1} “Sydney Metro City & Southwest Chatswood to Sydenham Conditions of Approval” (PDF). NSW Government. p. 32. Archived (PDF) from the original on 2025-09-24.
16. ↑ ^{16.0 16.1} “Installation of Traffic Control Signals (ILC-ITS-TP0-003)” (PDF). Transport for NSW. March 2015. Archived (PDF) from the original on 2025-09-12.
17. ↑ Jake Coppinger (2025-09-24). “Green Lights More Often: The Secret 2018 Study of Sydney’s Traffic Signals”. jakecoppinger.com.
18. ↑ ^{18.0 18.1 18.2 18.3 18.4} Philip Thalis (2018-09-17). “Pedestrian Signals (Item 12.4, S129265)”. City of Sydney. Archived from the original on 2019-06-18.
19. ↑ Transport for NSW. ““Improved pedestrian accessibility in the CBD”, Briefing: Minister for Transport and Infrastructure, Minister for Roads, Maritime and Freight, FOR INFORMATION” (PDF). files.jakecoppinger.com. p. 7.
20. ↑ ^{20.0 20.1} Transport for NSW. “25T-1151 – ITEM 3 – Info for Release – Presentation” (PDF). files.jakecoppinger.com.
21. ↑ Transport for NSW. “Doc B – Bus Travel times” (PDF). files.jakecoppinger.com. p. 273.
22. ↑ Roy Brown (SCATS Director Technology and Product, Transport for NSW) (2025-10-15). “2025-10-15: SCATS traffic signal extracts from panel discussion at Highways AU”. Jake Coppinger.
23. ↑ Rajnath Bissessar; Masoud Ramezani. “Signal Phase and Timing (SPaT) Data Policy Considerations” (PDF). ITS Canada. Archived (PDF) from the original on 2025-08-12.
24. ↑ “Real-Time Traffic Signal System Performance Measurement Phase II: Data And Functionality Enhancement, Large Scale Deployment, Connected And Autonomous Vehicles Integration” (PDF). NJDOT Technology Transfer. NJDOT Research Showcase: NJDOT Bureau of Research, Innovation & Information Transfer. p. 23. Archived (PDF) from the original on 2025-10-16.
25. ↑ ^{25.0 25.1} “Everything You’ve Ever Wanted To Know About ATSPMs: Harnessing The Power Of Automated Signal Performance Metrics For Your Agency” (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
26. ↑ Peter J. Jin, Ph.D.; Tianya Zhang; Thomas M. Brennan JR., Ph.D., P.E.; Mohammad Jalayer, Ph.D. (May 2022). REAL-TIME TRAFFIC SIGNAL SYSTEM PERFORMANCE MEASUREMENT PHASE II: DATA AND FUNCTIONALITY ENHANCEMENT, LARGE SCALE DEPLOYMENT, CONNECTED AND AUTONOMOUS VEHICLES INTEGRATION FINAL REPORT VOLUME II (PDF) (Report). New Jersey Department of Transportation (NJDOT) and Federal Highway Administration (FHWA). pp. 58, 59, 60, 61. Archived (PDF) from the original on 2025-03-22.
27. ↑ Jake Coppinger; Tegan Mitchell (President of WalkSydney); Sara Stace (President of Better Streets) (2025-08-04). “Request for Public Access of SCATS Signal Phasing Data across one weekday for all NSW signals” (PDF). walksydney.org. Letter to Josh Murray, Howard Collins. p. 3.
28. ↑ “Everything You’ve Ever Wanted to Know About ATSPMs: Harnessing the Power of Automated Signal Performance Metrics for Your Agency – November 9, 2022 (Question and Answer Summary)” (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
29. ↑ ^{29.0 29.1} “Green Square signals fail active transport”. Bicycle NSW. 2024-07-05.
30. ↑ …Following decades of road rules and policies that put cars at the centre of urban life, cities across the globe have spent much of the past 20 years attempting to give pedestrians a greater influence on the street….
    …The push for improved walking spaces came to a head in 2023 when Sydney software engineer Jake Coppinger began crowdsourcing a survey of the worst pedestrian wait times at local intersections…
    Anthony Segaert (2025-01-31). “The change to our traffic lights that could make you happier”. The Sydney Morning Herald. Archived from the original on 2025-12-26.
31. ↑ “I hope having public data will give advocates an opportunity to help make Sydney a better place to walk and cycle,” Mr Coppinger said.
    …”I think signal timing data should be as public as a public train network timetable,” Mr Coppinger said…
    Declan Bowring (2023-09-25). “Better Intersections website gathers data on long pedestrian wait times in Sydney”. ABC News. Archived from the original on 2025-11-24.
32. ↑ ^{32.0 32.1} Yvonne (2025-09-20). “Why won’t Transport for NSW share SCATS Traffic Signal Phasing Data?”. WalkSydney.
33. ↑ Principle A2: … We will advocate for improving pedestrian priority at signals including: a maximum wait time of 45 seconds and a target of 30 second at all signals…
    ‘A City for Walking’ Strategy and Action Plan – Continuing the Vision (PDF) (Report). City of Sydney. 2024-07-05. p. 21. Archived (PDF) from the original on 2024-07-09. Retrieved 2026-03-03.
34. ↑ TransportCamp. Sydney. 2025.
35. ↑ ^{35.0 35.1} …Congestion is best managed in our cities using other policies, such as road-user charging, and the effective provision of public transport, which also becomes cheaper at higher densities.
    Brendan Coates; Joey Moloney; Matthew Bowes (November 2025). “More Homes, Better Cities: Letting more people live where they want” (PDF). Grattan Institute. p. 34. Archived (PDF) from the original on 2026-03-01.
36. ↑ Initiatives like transit lanes, bus priority lanes, and bus rapid transit can make buses faster and more reliable, and so entice onto public transport many people who would otherwise drive. Such measures can restrict road space and risk worsening traffic for remaining cars, but they usually allow a higher total number of people to travel.
    “Building more homes where infrastructure costs less” (PDF). NSW Productivity Commission. August 2023. p. 28. Retrieved 2026-03-03. |archive-url=https://web.archive.org/web/20260214114101/https://www.productivity.nsw.gov.au/sites/default/files/2023-08/202308_NSW-Productivity-Commission_Building-more-homes-where-infrastructure-costs-less_accessible-v2.pdf
37. ↑ Jake Coppinger (2026-02-04). “Have you heard of the Southern Arterial Route?”. jakecoppinger.com.
38. ↑ “Extension of the Botany Road / Wyndham Street one-way pair to Mascot (via O’Riordan Street / Botany Road)” is part of the “Transport Network Assumptions”
    SGS Economics and Planning (August 2020). “Future Transport 2056: South East Sydney Transport Strategy” (PDF). Transport for NSW. p. 29. Archived (PDF) from the original on 2025-11-08. Retrieved 2026-03-03.
39. ↑ ^{39.0 39.1 39.2 39.3 39.4 39.5} Hall Greenland (1993-06-30). “Citizen’s Response to the proposed Stage 3 of the Southern Arterial (Citizen’s Advocate Report)” (PDF).; “3.2.3 Commercial transport (freight) Botany west transport study summary report on community”. City of Sydney Archives.
40. ↑ ^{40.0 40.1} Stephen Harris (1986-08-17). Stop Them Resurrecting Askin’s Freeways – Background Issues and Concerns (Report). Inner Sydney Regional Transport Group. p. ii.; Stephen Harris (1986-08-17). Notes from Address. Inner Sydney Regional Transport Group Public Meeting.
41. ↑ Frank Sartor (2006-12-22). “South Sydney Local Environmental Plan 1998 (Amendment No 17) – Green Square Town Centre” (PDF). City of Sydney. p. 14. Archived (PDF) from the original on 2024-06-26.
42. ↑ City of Sydney; McGregor Coxall (2013-03-25). “Town Centre Public Domain Strategy” (PDF). p. 57. Archived (PDF) from the original on 2024-04-05.
43. ↑ ^{43.0 43.1} “DEVELOPMENT APPLICATION: 1 O’RIORDAN STREET ALEXANDRIA” (PDF). City of Sydney. 2009-11-17. pp. 1, 7, 10, 11, 13, 20, 28, 29. Archived from the original (PDF) on 2019-04-04.
44. ↑ Additionally the Planning Proposal will zone the site at 2A Bourke Road, Zone SP2 Road, as this lot is required for the realignment of O’Riordan Street, regional traffic management and will facilitate redevelopment of the Green Square Railway Station site at 312-318 Botany Road. The lot is identified in the Land Acquisitions Map.
    “Planning Proposal: Green Square Town Centre LEP 2010” (PDF). City of Sydney Council. March 2012. pp. 23, 81. Archived (PDF) from the original on 2026-01-14.
45. ↑ “The southern arterial route from Darling Harbour to the south-west, opposed by the elected City Council, is a “Claytons” freeway, cutting a swathe through Pyrmont, Ultimo and Redfern and Waterloo, and causing major environmental problems and destroying historic buildings.”
    Clover Moore (1988-03-03). “What the candidates said – Election Highlight: Transport”. The Sydney Morning Herald. p. 11. Archived from the original on 2025-12-12.
46. ↑ ^{46.0 46.1 46.2} MacDonald Wagner (February 1987). Pyrmont-Alexandria Traffic Management Proposal – Environmental Impact Statement. Macdonald Wagner for Department of Main Roads. ISBN 0730545490.
47. ↑ Jake Coppinger (2024-08-22). “Why Did the Chicken Catch the Metro? Because It Was Faster Than Crossing the Road…”. jakecoppinger.com.
48. ↑ Because of the twin pair arterial roads and the station location, to get to ATP pedestrians will need to cross three streets (Raglan or Henderson, Botany Road and Wyndham Street). On a 120-second cycle, it will take up to 6 minutes waiting to “cross the road”. This is not a pedestrian friendly precinct for many who will live or arrive at the Metro Quarter.
    Geoffrey Turnbull (REDWatch). “RE: Submission on Waterloo Metro Quarter State Significant Precinct Planning Controls and State Significant Development Applications SSD 18_9393”. Letter to The Department of Planning. p. 6. Archived from the original on 2026-03-03.
49. ↑ ^{49.0 49.1 49.2} The intersection of Regent St and Henderson Rd with the dog leg turn into Gibbons St is considered to be a nightmare intersection both for pedestrians crossing, and traffic conflicting. (pg. 2)
    Altogether fifteen people made comments concerned with the Henderson Rd intersection. Eight people in favour of the road in agreement with the road mentioned it as a problem to be solved and another five people opposed to Stage 3 commented on the dangers or the delays at this crossroads. Several more commented on the issue of east west traffic conflict with the Southern Arterial. (pg. 8)
    Stage two has created problems (heading): Two commented that traffic has increased in Raglan St – “too much traffic, noise, pollution and speeding, especially trucks from Henderson Rd and Botany Rd – someone is going to get killed soon” (pg. 10)
    The Public Practice (1993). Southern Arterial Stage 3 EIS Summary of Public Comments (PDF).; “3.2.3 Commercial transport (freight) Botany west transport study summary report on community”. City of Sydney Archives.
50. ↑ Catherine Lumby (1988-09-15). “Road Plan Will Divide Redfern”. The Eastern Herald (The Sydney Morning Herald). p. 3. Archived from the original on 2025-10-26.; “Road Plan Will Divide Redfern” (OCR Text). Archived from the original on 2025-10-26.
51. ↑ ^{51.0 51.1 51.2} “NSW AusRAP map (Road Name ‘0000170-BOTANY RD’ Section 2)”. Transport for NSW. 2016-11-03. Retrieved 2026-03-03.
52. ↑ Waterloo was also one of the poorest suburbs in Sydney and had a large number of elderly residents, many of them public housing tenants, whose lives would be endangered by increased pollution and traffic, he [Jack Carnegie] said.
    Steven Long (1992-05-28). “Road ‘will cut Redfern in two’“. The Eastern Herald (The Sydney Morning Herald). Archived from the original on 2025-10-26.; “Road ‘will cut Redfern in two’“ (OCR Text). Archived from the original on 2025-10-26.
53. ↑ ^{53.0 53.1 53.2} “Transport, Heritage, Environment and Planning Committee – Post Exhibition – Planning Proposal – Botany Road Precinct – Sydney Local Environmental Plan 2012 and Sydney Development Control Plan 2012 Amendment” (PDF). City of Sydney Council. June 20, 2022. p. 140 (PDF pg. 7).
54. ↑ Riskcorp (November 1993). Review of Dangerous Goods Transportation Through Tunnels for the Proposed M5 East Motorway (Report).
55. ↑ Ernst, Steve L.; Bergeson, William; Harelson, Steve; Williams, Dan; Bilson, Matt (2018-09-01). “Tunnel Fire Protection Using Fixed Firefighting Systems: Advanced Practices from Australia and New Zealand”. United States Federal Highway Administration.
56. ↑ Bruce Dandie (2019-06-13). Dangerous Goods in Tunnels: Literature Review (Report). Austroads. p. 19. ISBN 978-1-925671-87-2.
57. ↑ ^{57.0 57.1} “The proposal to create a one-way pair system will divide South Sydney: … the proposed Department of Housing development on Alexandria Goods Yards will be isolated from all services and the rest of the community.” (pg. 20,21)
    Deborah Carbon (May 1986). Submission to the ‘Roads 2000’ Task Force Inquiry (Report). PO Box A.555 Sydney South 2000: Inner Sydney Regional Transport Group.
58. ↑ Redfern Waterloo Authority (February 2006). “Draft Redfern-Waterloo Built Environment Plan (Stage One)”. REDWatch. Archived from the original on 2025-04-05.
59. ↑ “Redfern Waterloo Authority Draft Employment and Enterprise Plan Submission by the City of Sydney” (PDF). City of Sydney. 2006-03-20. p. 6.
60. ↑ Trevor Davies (December 2006). “The divisions over Regent Street changes: Council and RWA support it, RTA is against it”. South Sydney Herald. Archived from the original on 2025-04-28.
61. ↑ ^{61.0 61.1} The arterial network is under the care and control of the RTA which has future plans to complete the Southern Arterial route. This should improve north-south traffic capacity in the Redfern West Precinct.
    The RTA also has future plans to widen McEvoy-Lachlan Street which should improve the east-west traffic capacity for the Redfern East Precinct and the developing Green Square area. However the timing of these road upgrade projects is uncertain.
    (RECOMMENDATION F): the Chief Executive Officer write to the RTA seeking to return Regent, Gibbons and Chalmers Streets to two-way traffic flow and ask the RTA to consider the various state road issues raised by residents.
    “REDFERN EAST AND REDFERN WEST LOCAL AREA TRAFFIC MANAGEMENT SCHEME REVIEWS (PLANNING POLICY SUB-COMMITTEE)” (PDF). City of Sydney. 2007-04-30. p. 4. Archived (PDF) from the original on 2025-10-30.
62. ↑ Elizabeth Rush, Senior Transport Planner; Andrew Thomas, Acting Director City Strategy and Design (2010-06-16). “Information Relevant To Item 9.2 – Newtown Erskineville Camperdown and Darlington Pedestrian Cycling Traffic Calming Plan at the Planning Development and Transport Committee” (PDF). Letter to Lord Mayor and Councillors. City of Sydney. p. 2. Archived (PDF) from the original on 2019-04-05. Retrieved 2026-03-03.
63. ↑ Tonkin Zulaikha Greer Architects (March 23, 2021). “Botany Road Corridor Urban Design Study”. Zulaikha Greer Architects (for City of Sydney). Archived from the original on 2022-03-27. Retrieved 2026-03-03.
64. ↑ “Route opposed (News in brief)”. The Eastern Herald (The Sydney Morning Herald). 1987-03-12. p. 3. Archived from the original on 2025-10-26.; “Route opposed (News in brief)” (OCR Text). Archived from the original on 2025-10-26.
65. ↑ AECOM; Committee for Sydney (November 2024). Walkable and bikeable streets are good for business (PDF) (Report). Committee for Sydney. Archived (PDF) from the original on 2025-12-17.
66. ↑ ^{66.0 66.1 66.2} …This policy sets out the mandatory principles and requirements Transport staff must follow when allocating physical and temporal road user space safely and equitably to support the movement of people and goods and place objectives…
    …Transport must: … allocate road user space based on the network vision and road functions, considering all road users in order of: 1. walking, 2. cycling … 6. general traffic…
    …Transport must: … adhere to these principles ahead of any guidance that seeks to ‘protect or maintain private vehicle level of service…
    Transport for NSW (July 2024). “Road User Space Allocation Policy” (PDF). Archived (PDF) from the original on 2024-07-25.
67. ↑ “Block 1 Report – Sydney Metro C&SW – Traffic and Interchange Monitoring” (PDF). AECOM. August 11, 2023. p. 28. Archived (PDF) from the original on 2025-09-24.
68. ↑ ^{68.0 68.1 68.2 68.3} Aston Brown; Declan Bowring (2026-02-09). “Cyclists slam ‘nightmare’ shared path at new Sydney Fish Market”. ABC News.
69. ↑ Jake Coppinger (2024-09-09). “Another broken WestConnex promise: secret Sydney Park Junction design changes”. jakecoppinger.com.
70. ↑ Jake Coppinger (2024-11-26). “Sydney Park Junction: TfNSW Won’t Commit to Original Scope Despite Ministerial Intervention”. jakecoppinger.com.
71. ↑ “Not enough funding for Sydney Park Junction – Addendum REF to cut scope”. jakecoppinger.com. 2025-05-27.
72. ↑ Jacob Saulwick (2019-04-15). “‘Clearly in breach’: WestConnex public transport conditions not met”. The Sydney Morning Herald. Archived from the original on 2025-03-07.
73. ↑ ^{73.0 73.1} Transport for NSW (December 2023). “Road User Space Allocation Policy Implementation Review Report” (PDF). Archived (PDF) from the original on 2025-09-11.
74. ↑ David M. Levinson (2026-02-19). “Seeking causality in transport research”. Transportation Research Today. doi:10.1016/j.trt.2026.100001.
75. ↑ Mark Russell; Henrik Malker (11 November 2014). “Sydney City Centre Capacity Improvement Plan Review of Environmental Factors Volume 2 – Appendices” (PDF). Transport for NSW. ISBN 978-1-925217-60-5. Archived from the original (PDF) on 2015-03-20.
76. ↑ Josef Whitfield (2025). Pedestrian Wait-Time Reduction: A Vast Improvement to the Pedestrian Experience on a Shoestring Budget. Transport Planning and Modelling (TPM) Conference. Transport for Greater Manchester (TfGM). Archived from the original on 2025-09-25.
77. ↑ Terrill, M.; Moran, G.; Ha, J. (October 2019). Why it’s time for congestion charging: Better ways to manage busy urban roads (PDF) (Report). Grattan Institute. ISBN 978-0-9876359-6-9. Archived (PDF) from the original on 2025-03-21.
78. ↑ Marion Terrill; James Ha (2019-10-14). “Why congestion charging is fairer than you might think”. The Grattan Institute. doi:10.64628/AA.wrjuh7nxm. Archived from the original on 2025-04-30.
79. ↑ Transurban (2026-02-19). “1H26 Results” (PDF). p. 11. Archived (PDF) from the original on 2026-02-20.
80. ↑ “The problem with Local Traffic Committees”. Bicycle NSW. 2023-09-14. Archived from the original on 2026-03-03.
81. ↑ “Big changes for local transport planning”. Bicycle NSW. 2025-08-23. Archived from the original on 2026-03-03. Retrieved 2026-03-03.
82. ↑ “The Authorisation & Delegation Instrument – (ii) What has changed?” (PDF). Transport for NSW. August 2025. Archived (PDF) from the original on 2026-03-03.
83. ↑ Navreet Virdi (October 2025). “Transport Modelling Guidelines”. Transport for NSW. p. 187. Archived from the original on 2025-11-21.
84. ↑ NSW Government Department of Planning Industry & Environment (April 2020). “Planning Proposal Report – Waterloo Estate (South) – Land and Housing Corporation (Attachment B2)” (PDF). Archived (PDF) from the original on 2026-03-03.
85. ↑ Geoffrey Turnbull (June 2022). “REDWatch Submission on Planning Proposal Waterloo Estate (South) PP-2021-3265 (SUB-1701)” (PDF). p. 16 (PDF pg. 375). Archived (PDF) from the original on 2025-04-15.
86. ↑ Text of sign advertising 2026-03-05 community meeting:
    If motor vehicles cannot use Raglan St as proposed above, traffic will be diverted to Wellington St, requiring a re-evaluation of whether Pitt St should be opened to McEvoy St. Council and the Consortium have been invited to discuss this and other bike, bus, pedestrian and traffic issues with the community.
    REDWatch (n.d.). Planning Roads, Cycleways and People Movement in Waterloo (title of A4 sign). Cope & Raglan Street.
87. ↑ ^{87.0 87.1 87.2} “Community feedback shapes future of Waterloo South”. Department of Planning and Environment. 2022-08-05. Archived from the original on 2026-03-03.
88. ↑ Geoff Turnbull (2022-08-02). “Waterloo Estate will be developed”. The South Sydney Herald. Archived from the original on 2024-10-30.
89. ↑ NSW Department of Planning, Industry and Environment (January 2022). “Waterloo South planning proposal – Summary of community information sessions”. redwatch.org. Archived from the original on 2026-02-08.
90. ↑ “Streets and traffic flow – Waterloo south”. 2023-05-04. Archived from the original on 2026-03-03. Retrieved 2026-03-03.
91. ↑ In direct response to public submissions where concerns were raised around the proposed opening of the Pitt Street extension to McEvoy Street, Bitzios Consulting was re-engaged to prepare an addendum updated transport assessment. This assessment investigated the impacts that would likely result on the traffic network within the precinct if the proposed Pitt Street extension did not allow vehicular movements on to or from McEvoy Street.
    The work found that alternative access and egress routes are available and not opening Pitt Street would be appropriate. This change was supported by Transport for NSW.
    “Waterloo South Post Exhibition Report & Proposal Amendments Guide”. n.d. Archived from the original on 2026-01-18. Retrieved 2026-03-03.
92. ↑ ^{92.0 92.1} Transport for NSW is delivering intersection upgrades at McEvoy Street and Botany Road in Waterloo to support 10,000 dwellings, with planning and design underway and completion expected in 2026. The project is funded through the Accelerated Infrastructure Fund Round 3 – Tranche 2, with a total cost of $18 million.
    Infrastructure Opportunities Plan – Greater Sydney (PDF) (Report). NSW Department of Planning, Housing and Infrastructure. 2026-02-26. Archived (PDF) from the original on 2026-02-26.
93. ↑ David M Levinson (2018-11-12). “The Alexandria – Moore Park Disconnector”. WalkSydney.
94. ↑ ^{94.0 94.1} Transport for NSW (2023-01-31). “Alexandria to Moore Park Project”. Archived from the original on 2025-10-14. Retrieved 2026-03-03.
95. ↑ Nigel Gladstone (2017-11-08). “Alexandria Roads a ‘cancerous mess’“. The Daily Telegraph. Archived from the original on 2026-03-03.
96. ↑ “Project finder (filter by Alexandria to Moore Park Project)”. Transport for NSW. Archived from the original on 2026-03-02. Retrieved 2026-03-03.
97. ↑ Ava Tan, Connor Hoang (2025-09-24). “224-234 Young Street, Waterloo Transport Impact Assessment”. ason group.
98. ↑ Member for Heffron, Ron Hoenig (2023): “These improvements at McEvoy Street and Botany Road will help to ease traffic gridlock that is already taking a toll on Waterloo and Alexandria as a result of WestConnex.” “We need to future-proof this intersection in order to get more housing supply where it makes sense.”
    Chris Minns; Paul Scully (2023-07-23). “NSW Government investing $40.9 million to fast-track critical infrastructure in high growth communities” (Press release). NSW Government. Archived from the original on 2026-01-17.
99. ↑ “Reopen the Glebe Island Bridge”. Kobi Shetty. Archived from the original on 2026-01-22.
100. ↑ ^{100.0 100.1} “Glebe Island Bridge… there is concern about the impact of the new bridge.”
     “Alderman Margaret Barry said there was no question that the Department of Main Roads had picked up again the freeway plans of the Askin Government which were abandoned by the Wran Government in 1976.”
     “They’re not being called freeways and they are not being built in one strip,” Alderman Barry said. “We are getting different names. We have the Eastern Distributor, the Glebe Island Arterial, the Western Distributor, the Harbour tunnel and the paired routes of the Southern Road from Pyrmont to the Princes Highway at St Peters. It’s going up in little bits almost entirely on the routes proposed by the Askin Government or a few streets removed. It is freeways by stealth.”
     Alderman Ross Bonthorne (Lib) said Sydney’s road plans were a jigsaw. “It’s a new highway game, better than Trivial Pursuit,” he said. “All the pieces are sitting in someone’s desk. It is time they came out.”
     Michael Grealy (1986-05-22). “‘Freeways by stealth’ charge”. Sydney Morning Herald. p. 4. Archived from the original on 2025-10-26.; “‘Freeways by stealth’ charge” (OCR Text). The Sydney Morning Herald. 1986-05-22. Archived from the original on 2025-10-26.
101. ↑ Audit Office of New South Wales (2021-06-17). “NSW Auditor-General’s Report to Parliament – WestConnex: changes since 2014 – Appendix two – Network integration works” (PDF). p. 6. Archived (PDF) from the original on 2024-08-06. Audit Office of New South Wales (2021-06-17). “WestConnex: changes since 2014”. p. 39. (PDF page 6) Alexandria to Moore Park – Stage 1 – To address increased traffic flows from St Peters Interchange to the east (and vice versa) for M8 generated traffic until M4/M5 link opens. – E40 b) iii)
102. ↑ Matt O’Sullivan (2025-10-27). “Public servants reveal reluctance to speak up at scandal-hit transport agency”. The Sydney Morning Herald. Archived from the original on 2025-11-13.
103. ↑ Cumberland County Council (1951). “County of Cumberland planning scheme … a representation of the … ordinance 27 June 1951 [cartographic material] / compiled by Cumberland County Council”. State Library of New South Wales.
104. ↑ Few practitioners in Sydney would be aware that the early investigations underpinning the 1951 Plan were in fact undertaken more than a decade earlier by the then Department of Main Roads.
     Philip Brogan (Maunsell Australia); Brian Watters (RTA) (2002). “Developer Contributions and the Containment of Urban Expansion in Sydney” (PDF). p. 6. Archived (PDF) from the original on 2023-03-10.
105. ↑ Prior to this bodies such as the Department of Main Roads had already given consideration to issues affecting the development of the regional area. For example, that Department’s 1945 report – ‘The County of Cumberland Main Road Development Plan’ – was apparently incorporated with little alteration into the Cumberland County Council’s plan in 1948.
     Hon. Justice Michael Barker President, WA State Administrative Tribunal (2007-05-04). How Planning and Environmental Law Has Shaped Our Cities (PDF). 2007 Planning Institute of Australia National Congress. p. 8. Archived (PDF) from the original on 2025-04-06.
106. ↑ The results of these investigations were detailed in the Department’s comprehensive report, issued in 1945 and entitled “The County of Cumberland Main Road Development Plan”…
     …The Metropolitan Plan of the Cumberland County Council was not greatly different in general extent and with reference to general land use, from the outline plans prepared by the Department. Consequently, the Department’s road planning required little alteration before being incorporated in the Council’s plan.
     Department of Main Roads NSW (1976). “The Roadmakers – A History of Main Roads in New South Wales” (PDF). p. 204 (PDF pg. 223). ISBN 0 7240 0439 4. Archived from the original (PDF) on 2024-04-26.
107. ↑ “City of Sydney Planning Scheme, 1958”. City of Sydney Archives. 1958-12-15.
108. ↑ “Waterloo Park. Proposed Acquisition of portion by Dept of Main Roads for widening of McEvoy Evoy [sic] St, 14th August 1961 and 25th June 1969”. City of Sydney Archives. 1961–1969.
109. ↑ “Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924”. City of Sydney Archives. 1967–1968.
110. ↑ “Government plan: Proposed widening of part of McEvoy St – Sheet 1 of 2 – Waterloo [Land bound by Elizabeth St, Kensington Ln, McEvoy St, Kensington St, McEvoy St, Morshead St & Hunter St] [M-CRS99]”. City of Sydney Archives. 1967–1968.
111. ↑ “Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924 as amended in connection with the proposed widening of McEvoy St – Waterloo [Land bound by McEvoy St, Moorehead St & Young St] [M-CRS99]”. City of Sydney Archives. 1967–1968.
112. ↑ “Government plan: Plan of realignment in accordance with the provisions of the Main Roads Act 1924”. City of Sydney Archives. 1970–1971.
113. ↑ “Government plan: Proposed widening of part of McEvoy St – Alexandria [Land bound by Bowden St, Fountain St, McEvoy St & Stokes Ave] [M-CRS99]”. City of Sydney. 1972–1974.
114. ↑ “Notification of Approval of Governor to Plan of a Proposal for Realignment under Division I of Part Vb of the Main Roads Act, 1924, at Waterloo in the Municipality of South Sydney”. Government Gazette of the State of New South Wales. National Library of Australia. 1980-10-31. p. 5675.
115. ↑ Pak-Poy & Kneebone (1981). South Sydney Municipal traffic study: final report. City of Sydney Archives.
116. ↑ “SOUTH SYDNEY LOCAL ENVIRONMENTAL PLAN 1998 (AS AMENDED)” (PDF). City of Sydney. February 1998. Archived (PDF) from the original on 2026-03-03.
117. ↑ “Alexandria to Moore Park Connectivity Upgrade, community update June 2017” (PDF). Roads and Maritime Services. June 2017. Archived from the original (PDF) on 2017-06-24.

The post Better Streets Submission for Walking and Cycling Improvements between South Eveleigh and Waterloo Metro (Henderson Road) first appeared on Jake Coppinger.

Have you heard of the Southern Arterial Route in Sydney? I hadn’t either – but you won’t be able to unsee the scar through Ultimo, Chippendale, Redfern and Waterloo. Here’s a ~12,000-word Wikipedia article with 153 references – with page numbers, for every sentence – to bring you and your search engine up to speed: https://en.wikipedia.org/wiki/Southern_Arterial_Route?useskin=vector

Only a few years after the Erskineville Uprising of 1985 there were substantial protests against this urban arterial road. Clover Moore opposed it in her 1988 campaign for the Bligh electorate and described it as a “Claytons freeway” – 38 years ago. 150 people attended a meeting to fight against it, and there were direct action protests after the opening, with 60 demonstrators in the street blocking Redfern traffic for an hour. “Guerilla acts hit the DMR” said the headlines. There were at least 36 Sydney Morning Herald articles on the development. It’s hard to oppose something if you don’t know the name of it.

After the partial opening in 1992 there was a “dramatic increase in traffic”. The traffic was so heavy residents’ walls cracked and caused structural damage to several homes. Noise interfered with conversations inside homes and disturbed sleep of residents. Crossing the street became difficult “in particular for children, the aged, disabled and mentally ill”. Residents moved out due to high lead levels in the blood of their daughter. The supermarket suffered a 30% decline. A resident was told their house value dropped by $50,000 in 1993 dollars (when the median Sydney house price was ~$188,000). The principal of the Alexandria Public School (Alexandria Park Community School) stated he was “not game” to have his pupils tested for lead levels in their blood – “if they’re high over in Balmain, there’s no way they aren’t going to be as high here”.

There were so many car crashes “Mike”, who lived on a busy corner of Wyndham, ran “a kind of unofficial St John’s Ambulance station from his house” – coming out to look after the victims lying on the road. He said “Since I’ve lived here I’ve lost 5 blankets.. and saved two lives.” – before a car crashed into his own house. Mike stated “They are crucifying the people who live here”.

The Southern Arterial Route should not be extended (as assumed in Future Transport 2056). “if people count, Stage 3 of the Southern Arterial will not be built” (Citizen’s Report for proposed Stage 3, 1993). It should be at least partially reverted, per the 2021 Botany Road Corridor Urban Design Study (or perhaps even more ambitiously). The Citizen’s Report for the unbuilt stage 3 continued “on the same grounds, Stage 2 will be undone or significantly modified.”

Reviewers considered the draft neutrally written. In the spirit of Wikipedia, I hope you may agree the facts speak for themselves.

After two rounds of peer review through Wikipedia’s Articles for Creation review process (it was initially light on secondary references), my draft received a B-Class quality rating, placing in the top 4% of accepted articles. Personal compliments are not permitted on Wikipedia; review feedback included the article “…is, to say the least, very well documented”.

But now – this page is yours! If you spot any errors, notice something I missed, or find something I didn’t, hit that edit button! (you don’t need an account and your IP address isn’t even shown) It hopefully won’t remain only my writing for long. In the AI era, Wikipedia has never been more valuable. Thanks so much to the pseudo-anonymous editors who reviewed it and have made corrections.

This route threads the histories of the Green Bans and Wran’s 1977, Clover’s 1988 political campaign and the Darling Harbour opening that year, Anzac Bridge, the growth of Green Square and ongoing story of urban renewal in Waterloo.

Construction of the Southern Arterial potentially made traffic worse than doing nothing at all. The “Wyndham Street Residents’ Alternative” proposal, dismissed in the 1987 EIS but approximately matching the as-built design today, performs “significantly worse” (for cars) than if it was never implemented at all (according to the traffic modelling). The implementation of Stage 2 created such congestion that it drove people to support Stage 3 on the grounds that it would abolish the bottleneck at Henderson Road/Raglan Street/Wyndham Street. At this intersection it can be faster to catch the metro from Central to Waterloo than walk across this road, due to traffic signals timing. (Why Did the Chicken Catch the Metro? Because It Was Faster Than Crossing the Road…”, 2024)

More recently there have been proposals to partially revert the damage. Improvement seems politically or organisationally challenging – even the Redfern Waterloo Authority, created by “the most draconian and arrogant bill” Clover had ever seen and the “most draconian” agency she had encountered, was not able to wrestle the Roads & Traffic Authority to improve the street. The Citizen’s Advocate for the proposed Stage 3 claimed in 1993 that “some RTA personnel” have confidence that “not enough people care enough for there to be any danger of their plans not being realised.” I hope times have changed.

Keep the Southern Arterial in mind when you are late to uni and seemingly wait forever at the Broadway traffic lights, as you queue outside Radio Taco, as you risk your life crossing Cleveland Street mid-block amid missing crossings (or just give up visiting businesses on the other side), as you exit ABC’s headquarters looking up to the UTS pedestrian overpass, as you awkwardly balance on your bike waiting to cross from Mary Ann St to the Kelly Street cycleway, as you emerge from a carpark labyrinth in an uphill slog on Allen Street and face a (new) fence on Ultimo St, take a breather late at night on the Abercrombie Hotel balcony overlooking over that strange triangle island (perhaps during a dystopian city concept album), and when you pass the vacant shop fronts on Regent Street and Botany Road.

The proposal for this high-traffic, one-way pair urban vehicle arterial along urban shopping streets (a stroad) seems to have resurfaced every few years since at least 1969. It was resuscitated after the Wran government’s 1977 sell-off of road reservations put to rest terrifying plans to raze vast tracts of inner city housing to build surface expressways, Robert Moses-style. It appears the city council pushed for the arterial as an alternative to stave off these horrifying expressway plans (see 1974). As plans for road widening requiring “extensive property resumption” the council pushed a one-way scheme instead (1983). Eventually the DMR moved forward (1987) with such proposals, and there was opposition from a (perhaps transformed) council (1988).

The Pyrmont-Alexandria Traffic Management Proposal Environmental Impact Statement (EIS) was approved in 1987 “amid controversy” (SMH), seemingly intentionally the least worst option against an alternate elevated expressway callously struck through the heart of Redfern (The Public Transport Option was dismissed as “Diversion of car drivers and passengers to the existing rail network is not considered likely”) and because “neither rail or bus public transport satisfies the objectives of the Proposal”.

The immensely unpopular project was never completed and seems to have lurked just under the surface in the state roads department ever since. The unstoppable force of road building met an immovable object in the 1990s recession (with the official reason being uncertainty of the M5 exit blocking traffic modelling for the EIS) – only to re-emerge in a 2003-2006 gasp for air (I don’t know what happened in 2006 – let me know or even better, edit the page).

Plans to expand this arterial perhaps still lurk in the deep. There are lukewarm public documents published within the last 6 years which assume extension of this urban high-vehicle-capacity arterial. The unbuilt Stage 3 extension of the Southern Arterial was predicted to cut average delays by only 12 seconds, from 24 to 12 seconds (and rising from 12 to 25 seconds by 2005). Such numbers remind me of the modelling to increase vehicle capacity at Epping Bridge, causing induced demand.

As recently as 2023 the state government removed a pedestrian crossing at Allen Street and Harris Street against their policy – to save motorists an estimated 8 seconds in the AM-peak (according to the modelling). In January 2025 even more slip lanes were added at Cleveland Street and Regent Street with unclear consultation, but in 1987 this wasn’t just an intersection: “A focus on city views” was emphasised on a drawing titled St. Paul’s Place. The polluted confluence of the Cleveland Street and Regent Street traffic sewers was a public square/place, but this non-place still has a name. This urban arterial has flown under the radar for far too long.

Wyndham Street residents – cling to your zebra crossings! The Southern Arterial does, after all, take in one of only two ‘unimproved’ surface AusRAP 2-star segments in the City of Sydney (the other one, City Road and Newtown’s King Street, will be a “traffic nirvana” any day now). History is not over.

On the sunny side, there are also proposals floating out there to partially revert the damage and turn the Regent Street stroad back into lively shopping street – and improve the amenity for the substantial density of new housing being constructed nearby. Further north, perhaps the long-overdue removal of the Wentworth Park greyhound track and new homes nearby will spur a rethink of Wattle Street. Currently this road cuts residents off from their hard-won parkland (so dangerous the adjacent school needs an overpass). Perhaps it’s time for road-space reallocation for buses (and active transport) with safer speed limits, now we have a parallel heavy rail, metro, a second airport, no more Port Jackson freight, and of course – WestConnex.

The least we owe the residents of Redfern and Waterloo is to improve the safety and amenity of this street.

You might like to check out the Sydney Morning Herald Archives site. For a very reasonable fee you get time-limited search access to some fascinating history, and the results are still accessible for free afterwards. The (newly renovated) State Library is a wonderful place – I’d like to spend more time there. I’ve learned a lot about Sydney’s planning and transport history and why things are the way they are. I was originally going to publish this last year, but terrible events occurred so I postponed.

Wikipedia is wonderful – it’s like OpenStreetMap but an encyclopaedia.

https://en.wikipedia.org/wiki/Southern_Arterial_Route?useskin=vector

After four weeks of talking to people and reviewing the evidence, my chief
conclusion is simply this: if people count, Stage 3 of the Southern Arterial will not be built. Further, on the same grounds, Stage 2 will be undone or significantly modified.

This inclusion of Stage 2 is important for the reason that abandonment of Stage 3 alone will not solve the traffic problems in this area. The implementation of Stage 2 to the Henderson Road/Raglan Street intersection has, for example, created such ugly congestion, especially in Wyndham Street, that it drives people to supporting Stage 3 on the grounds that it will at least abolish this awful bottleneck. Stage 3 (in its unimplemented form) can appear as the lesser of two evils. Ideally we need a solution to the problems of Stage 2 which does not involve the evils of Stage 3.

Hall Greenland (1993-06-30). “Citizen’s Response to the proposed Stage 3 of the Southern Arterial (Citizen’s Advocate Report)”.

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This page is a list of pedestrian, cyclist and personal mobility device road deaths across New South Wales (Australia) in 2025, sourced from NSW Police press releases and daily government statistics. It is not guaranteed to be complete or up to date; BITRE monthly bulletins should be referenced for complete statistics (though preliminary and subject to revision).^[2]

Recently there have been several misleading media articles (in reputable sources) regarding these deaths in Australia.^[3] Some have “inaccurately suggested that e-scooters and e-bikes played a significant part in the rise in pedestrian deaths”, when “the fatalities were in fact the riders of e-scooters” (ABC Correction^[4]). Of the 205 pedestrian deaths recorded across Australia in the year ending 31 July 2025^[5], WalkSydney is aware of two that are confirmed to have been caused by people using e-mobility devices.^[3] Meanwhile, an article last weekend victim-blamed^[6] people riding bicycles without helmets for their deaths^[7], comparing this behaviour to smoking and suggesting we portray them like those who drive a car while drunk – no mention of an international perspective or the most important step in the hierarchy of risk control measures when discussing PPE: elimination of risk.^[8][9] Motor vehicles cause the overwhelming majority of road deaths and serious injuries in Australia and internationally.^{[10][11][12][13][14][15]: 7}

The intention of this reference is to assist journalists, advocates and the wider public by providing a clear and concise list with links to police press releases and daily road fatality statistics. Currently, NSW Police press releases are deleted or disappear after some months, and daily road death statistics are also deleted daily. All urls have been saved to (or retrieved from) the Internet Archive, a non-profit, where possible. I believe a reference of this information is in the public interest. Unfortunately it is currently almost impossible for an individual to keep track of press releases of road deaths across all modes.

For the avoidance of any doubt, the intent of this page is not to highlight or blame individuals involved in crashes, but to highlight the prevalence of these crashes and their commonalities, and the need for systematic change to address this road safety ‘blind spot’.

If you have any concerns, feedback, corrections or additions, please contact me at jake@jakecoppinger.com. You can also make a pull request on the git repository (which contains the Wikitext source) to edit this page.

Image: NSW Road Fatalities 12-month moving total, 2020 to 2025-11-10. Published in the Daily report on the NSW Centre for Road Safety website – this one will quickly become outdated.

Overview

The Transport for NSW 2026 Road Safety Action Plan has a target of 50% reduction in deaths and 30% reduction in serious injuries by 2030^[16], reiterated as the first strategic pillar in the October 2025 Connecting NSW Strategy.^[17]: 11 Eliminating road trauma is the number one priority listed in the Connecting NSW Strategy.^[17]: 5 The NSW Government has just started a review of the Road Safety Action Plan.^[a]

By 11 November 2025, pedestrian fatalities in New South Wales had increased by over 52% year-on-year^[b] (compared to 5% for driver fatalities^[c]) and pedal cyclist fatalities have tripled^[d] (2025 prelim to 2024 final, 12-month period ending 11 November).^[18] Pedestrian road deaths in Australia have risen nearly 50% in the last four years (to July 2025).^[19] In the combined 384 pages of the 2024-2025 TfNSW Annual Report there was one sentence on road fatalities.^[20][21]

More than 1100 pedestrians are struck by motor vehicles on NSW roads each year.^[22] Speed management is embedded within all 3 themes of the National Road Safety Strategy 2021-30^[23] (and is a pillar of Vision Zero^[24]).

In December 2025 a federal proposal to reduce default speed limits on poor-quality country roads was released for public comment after consideration for 7 years.^[25] A paper by the federal Office of Road Safety argued a reduction in default speed limits from 100km/h to 80km/h on unsignposted roads would save 123 lives and prevent 4,182 serious injuries per year^[26]: 11 and save the economy $2.697 billion per year.^[26]: 67 More than 150 experts sent an open letter to government supporting the speed limit proposal. Only 11 days after consultation concluded, with about 11,000 submissions, the proposal was scrapped by state and federal transport ministers. The proposal attracted opposition from farmers, truckers and rural residents who said it would decrease productivity and rob them of valuable time with their families.^[25]

If you are struck by a car at 50km/h there is just a 10% chance you will survive. Your chance of survival increases to 60% if the car is travelling at 40km/h, and to 90% if struck at 30km/h.^[15] Wales cut local speed limits to 20mph (~30km/h), with a reduction in casualties of 26%^[27] on local roads – and over 100 Australian academics have called on Australia to allow the same.^[28]

Switching 50km/h speed limits to 30km/h would protect cyclists while barely affecting commutes.^[29][30] Transport for NSW does not permit local councils to independently reduce speed limits to safe speeds on any streets, including local residential, high streets or outside schools.^[31][32] While requests have been made^[33], I am not aware of any 30km/h request being approved since Manly in 2020.^[34]

Kobi Shetty introduced an ambitious 30km/h bill in NSW Parliament on the 13th of November 2025, endorsed by the Royal Australasian College of Surgeons, the Australasian College of Road Safety, the Little Blue Dinosaur Foundation, Safe Streets to School, 30Please, Better Streets, Bicycle NSW, WalkSydney, Road Sense Australia and Doctors for the Environment Australia.^[35][36][37] Some commentators have misrepresented^[38] statistics of crashes in which speed ‘is considered a factor’^[39][40] (ie. ‘speeding’^[41]) with the impact of speeds on fatalities (speed is not “30% related to fatalities”), the statistics of pedestrian fatalities occuring on streets with 50km/h speed limits^[42], and misrepresented the non-linear safety benefits of reducing speeds from 50km/h to 30km/h.^[38] After previously supporting 30km/h to improve safety and increase economic activity,^[43] Business Sydney now oppose safer speed limits on residential streets, claiming they would cause “red tape and confusion”.^[44][45]

Messaging and infrastructure also encourages cars to take a dominant position on the road.^[46][47] While Australian advertising campaigns market truck-like utility vehicles as weapons^[48][49][50] there are cities around the world which have already systematically reduced road deaths to zero.^[51][52]. There will never be a helmet strong enough^[53][54] to protect you from a person armed (Thinkerbell’s word choice^[50][55][e]) with a 2 tonne truck. Recent data from Manly shows giving people more time or opportunities to cross at traffic lights can reduce unsafe crossing by 34%^[57][58], however I am not aware of plans for wide-area improvements like in 2018^[59] (or open data on signals^[60]).

The NSW Government wants walking and bike riding to be the preferred way to make short trips and a viable, safe and efficient option for longer trips.^[61]

List of pedestrian, cyclist and personal mobility device road deaths in NSW in 2025

The following table includes media reports for fatalities of people walking, riding bicycles or using personal mobility devices, or as recorded in daily NSW Centre for Road Safety statistics. This table was last updated on 2025-12-19.

As of 2025-11-16, 51 pedestrians and 11 pedal cyclists were killed in the calendar year to midnight (up to and including November 16th).^[62] It is not possible to ensure completeness as past NSW Police press releases are currently deleted or disappear after some months and daily road toll statistics are deleted daily. There appear to be some fatalities with a Police press release^[63] which are not captured in the daily road toll statistics^[64][65], perhaps due to being outside a surveyed road reserve.^[f]

List of pedestrians, cyclists and personal mobility devices road injuries in NSW in 2025

Incidents with NSW Police press releases

This list was last updated on 2025-12-19. It is not possible to ensure completeness as past NSW Police press releases are currently deleted or disappear after some months.

• 2025-02-18: On 2025-02-18 a 35-year-old woman driving an SUV struck a 10-year-old boy at North Liverpool Road, Mount Pritchard. The boy was taken to hospital in a critical condition.^[208][209]
• 2025-02-24: On 2025-02-24 a car struck a 63-year-old man riding a bicycle at the intersection of Sackville Street and Hamilton Road, Fairfield. The car left the scene following the crash. A 69-year-old woman was later arrested. The man riding the bicycle was taken to hospital in a critical condition.^[210][211]
• 2025-04-14: A woman standing was hospitalised, and a man driving was killed, while the man was parking their car near the boat ramp at Manns Point in Greenwich. The car struck the woman and then entered the water.^[212][213]
• 2025-04-23: On 2025-04-23 a person driving a grey 2012 Ford Falcon struck a 28-year-old woman at the traffic lights at Barrenjoey Road, Mona Vale, near Park Street. The woman walking was taken to hospital in a serious condition.^[214]
• 2025-05-04: A woman, believed to be in her 20s, was struck by a car at Maxwells Avenue, Ashcroft. The car had left the scene. The woman was taken to hospital in a critical condition.^[215][216]
• 2025-06-01: On 2025-06-01 a 34-year-old man driving a truck struck a 40-year-old man riding a bicycle at the intersection of Bourke Street and Rainford Street, Surry Hills. The man riding the bicycle was taken to hospital in a critical condition.^[217][218]
• 2025-07-01: On 2025-07-01 a 45-year-old man driving a car struck a 58-year-old man walking at Cabramatta Road, Mount Pritchard. The man walking was found unconscious and was taken to hospital in a critical condition.^[219][220]
• 2025-07-14: A person riding an e-bike was struck by a car at the intersection of Clinton and Dalton Streets, Orange. A 19-year-old woman was arrested and a car from the same location was seized for investigation.^[221][222] The man riding the e-bike was taken to Orange Base Hospital in a serious but stable condition and has since been released.^[223]
• 2025-07-14: A 29-year-old woman walking was struck by a car at the intersection of Woodville Road and Kirrang Avenue, Villawood. She was taken to hospital in a critical condition. Police were informed “that the woman was allegedly on a pedestrian crossing facing a green walk signal when she was struck by a blue Hyundai hatch back that had proceeded through a red traffic control signal.” The driver allegedly failed to stop. A 34-year-old man was later arrested.^[224]
• 2025-07-19: On 2025-07-19 a 33-year-old man driving a car struck a 86-year-old man walking at Botany Road, Botany. The man walking was taken to hospital in a critical condition.^[225][226]
• 2025-07-25: Police charged that on 2025-07-25 a 39-year-old male constable struck a 55-year-old woman walking in a carpark in Dubbo before driving from the scene.^[227]
• 2025-08-07: On 2025-08-07 a 32-year-old man driving a car struck a 29-year-old man walking. Police were told the vehicle was allegedly performing burnouts. The man walking was taken to hospital in a critical condition.^[228][229]
• 2025-09-03: On 2025-09-03 a 24-year-old man driving a car struck a women, believed to be in her 60s, at Taber Place, Bradbury. The woman walking was taken to hospital in a critical condition.^[230][231]
• 2025-09-06: On 2025-09-06 police were told 37-year-old man driving a car crashed into another vehicle before continuing into a fence at Bourke Street, Dubbo, and then collided with an 87-year-old and 85-year-old woman. The 87-year-old pedestrian was found laying on the road with serious internal injuries and a hand injury. The 85-year-old woman had suffered a head injury. Both people walking were taken to hospital in a stable condition.^{[232][233][234]}
• 2025-09-25: On 2025-09-25 a 56-year-old man driving a car struck a 61-year-old man crossing Victoria Road, Rozelle. The man walking was taken to hospital in a stable condition.^[235][236]
• 2025-10-28: A 36-year-old man driving an A-Double truck struck a 12-year-old boy riding a bicycle at King Street, Warrawong.^[237] ABC News reported that the truck was a B-Double and the boy was treated for injuries to his head, hand and pelvis before being airlifted to a hospital.^[238]
• 2025-10-22: A 26-year-old woman riding an e-bike crashed into a stationary caravan on Cowper Street, Carrington. She was taken to hospital with life-threatening injuries.^[239]
• 2025-11-05: On 2025-11-05 a 59-year-old woman driving an SUV struck a 24-year-old woman and a 47-year-old man on the footpath outside the entrance of Concord Hospital on Hospital Road, Concord. They were both seriously injured. They were both employees of Concord Hospital.^[240]
• 2025-11-06: On 2025-11-06 police received reports of a car striking a 53-year-old male walking at the intersection of Endeavour Place and Solander Street, North Albury. The man walking suffered serious injuries to his leg and was taken to hospital. The car allegedly left the scene. On 2025-12-17 a 24-year-old man was arrested in Victoria on unrelated matters, extradicted to NSW on 2025-12-18 and changed with relevant offences.^[241]
• 2025-11-07: On 2025-11-07, two people in their 20s or 30s driving an SUV and a sedan car crashed at the intersection of Bungaribee Road and Lock Street, Blacktown. One car mounted the kerb and struck three people standing. All three people standing were believed to be in their 20s and 30s. All people who were standing are in a critical condition.^[242][243] On 2025-11-12, one of the car drivers was arrested and charged.^[244]
• 2025-11-12: On 2025-11-12, police were told that a woman allegedly drove her car at a 14-year-old boy riding an e-bike at Elsdon Street, Redhead (Lake Macquarie). The 14-year-old boy jumped from the bike to avoid the impact, however the e-bike was dragged for approximately 30 metres and extensively damaged. The boy sustained minor lacerations and bruising. The woman driving the car allegedly left the scene, and was later arrested.^[245]
• 2025-11-14: On 2025-11-14, a young person riding a moped struck a 3-year-old girl on a footpath at Popondetta Rd, Dharruk. At the time the child was in company with a 31-year-old woman who was uninjured. The young person riding the moped continued without stopping. The child was taken to hospital and treated for minor injuries. The moped was allegedly found abandoned at a reserve near Luxford Avenue, Whalan, and a 13-year-old boy was arrested nearby.^[246]
• 2025-11-15: On 2025-11-15 a 27-year-old man^[247] driving a car at the Walcha showground on Derby Street crashed through a fence and hit a mobile grandstand, striking a crowd of people. The driver may have been unconscious.^[248] Thirteen people were injured. Police reported that one was injured critically and one man sustained serious injuries. 11 people were taken to hospital.^[249][250]. The Guardian reported two people were in a critical condition and six had serious injuries.^[251]
• 2025-11-16: Police were told on 2025-11-16 that men (56-year-old, 39-year-old and a teenage boy (15-year-old) become involved with an argument with the driver of a ute at Lakes Way at Darawank, 10 km from Forster. Police will allege that after the ute driver deliberately rammed the sedan, the two men in the sedan got out and the driver of the ute drove over them. Both the adult men who were run over were taken to hospital and as of 2025-11-17 are in a serious but stable condition. The 15-year-old boy was treated for facial injuries.^[252]
• 2025-12-01: On 2025-12-01 a person driving a vehicle struck a 10-year-old boy riding an e-scooter at Broughton Street and Stanley Street, Concord. Police were informed the boy was on a crossing at this location.^[253]
  • At the junction of Broughton Street and Stanley Street there is a raised zebra crossing, and a (segregated) cycleway crossing next to it (OSM Map, Google Street View). Cycling or scooting across a bike lane crossing (ie. a green painted crossing) without dismounting (walking) is legal.
  • The Burwood Policy Area Command used the post announcing the crash to remind “the public to exercise caution when using e-scooters and to ensure they are operated safely and legally”, to “obey road rules, and avoid high-risk areas”.^[253]
  • A new raised pedestrian and cyclist crossing was constructed on Broughton Street in early 2024.^[254]
• 2025-12-04: On 2025-12-04 a man, in his 20s, driving a truck struck a man in his 50s riding an e-bike at Barrenjoey Road, Mona Vale. The man riding the e-bike was taken to hospital in a critical condition.^[255] “multiple Triple Zero (000) calls were made to report a man riding an e-bike had been hit by a four-tonne (4t) delivery truck”^[256]
• 2025-12-08: On 2025-12-08 a man driving a 48-year-old man was involved in a “minor crash” with two 15-year-old boys riding e-bikes at the intersection of New South Head Road and Newcastle Street, Rose Bay. All parties then allegedly became involved in a physical altercation where a number of bystanders intervened. NSW Ambulance paramedics treated the driver at the scene before he was taken to hospital for minor head injuries. One of the boys has been charged with destroy or damage property and common assault.^[257]
  • Further details of the crash are unclear. The Sydney Morning Herald reported “Police were called to Rose Bay following reports two 15-year-old boys on bikes had crashed into a car driven by a 48-year-old man, sparking a physical altercation with bystanders.”^[258] Contradictory eyewitness accounts were published on an OnScene Bondi Community News Group post. One claimed “Near Parisi the car driver did not give the 1 meter distance from the bikes which lead to arguments with one of the two boys. The driver tried to run over one of the boys and he did even reverse into the bike which led to retaliation by the older boy”.^[259]
• 2025-12-09: On 2025-12-09 a man driving a ute (believed to be in his 20s) struck a man (believed to be in his 40s) riding a bicycle at the intersection of Ramsgate Road and The Promenade, Sans Souci. The man riding the bicycle was treated for serious injuries before being taken to hospital in a critical condition.^[260]
• 2025-12-10: On 2025-12-10 a 17-year-old boy driving a ute struck a 86-year-old man at Pioneer Drive, Blackbutt (Shellharbour). The man walking was struck while crossing a driveway, and was taken to hospital in a critical condition.^[261]

Incidents reported in the media

Note: This section is not complete or up to date, and it is impossible to ensure completeness. Some geographical areas may be over-represented due to availability of local media reports in the absence of press releases. It is less complete than the above lists – Transport for NSW states that more than 1100 pedestrians are struck by motor vehicles on NSW roads each year.^[22]

• 2025-01-27: On 2025-01-27 a person driving a car struck a 15-year-old boy at North Steyne, Manly, at The Corso. The person driving the car allegedly left the scene without stopping. The boy was taken to hospital in a stable condition.^[262]
• 2025-03-27: On 2025-03-27 a teenage boy riding an e-bike, who appeared to be around 15-years-old, struck a 7-year-old girl at Bungan Street, Mona Vale. Bystanders said the boy had been riding through the arcade between Bungan Street and Akuna Lane. The girl was taken to hospital in a stable condition.^[263]
• 2025-03-31: On 2025-03-31 a young female driving a black 2012 Mercedes sedan struck a 62-year-old woman at Pittwater Road, Collaroy, between Ramsay and Frazer Streets. The woman had been sent flying by the collision and was found unconscious on the road. The woman remained with the Intensive Care crew for transport to hospital in a stable condition. There are no pedestrian crossings on Pittwater Road between Collaroy Street, Collaroy, and Mactier Street, Narrabeen, and it is common for people to cross the six lane road using the median strip as a pedestrian island.^[264]
• 2025-07-11: On 2025-07-11 a person driving a car struck a 6-year-old boy riding an e-scooter at Musgrove Crescent in Doonside. The boy riding the scooter was taken to hospital in a serious condition.^[265]
• 2025-10-03: On 2025-10-03 a 28-year-old man driving a motorcycle struck a 53-year-old man crossing the road at Condamine Street, Manly Vale, near Koorala Street. The man walking was in a critical condition and placed into an induced coma. The man driving the motorcycle had minor injuries.^[266]
• 2025-11-03: On 2025-11-03 a person driving a car struck a man in his 80s walking at the intersection of Pittwater Road and Mitchell Road, Brookvale. NSW Police and NSW Ambulance attended. After assessment by paramedics he was taken to hospital in a stable condition.^[267]
• 2025-09-15: On 2025-09-15 a 20-year-old male riding a bicycle downhill struck a roadside barrier and was knocked unconscious near West Head lookout at Ku-ring-gai Chase National Park. The man was taken to hospital in a serious but stable condition. There is no indication a motor vehicle was involved.^[268]
• 2025-09-15: On 2025-09-15 a person driving a car struck a person walking near Yerin Bridge, Springfield. The person walking was taken to hospital.^[269]
• 2025-10-17: On 2025-10-17 an 81-year-old man driving a car struck a 14-year-old girl and a 16-year-old girl walking at Main Street, Lithgow. Both girls were taken to hospital. One girl was transferred via helicopter from a local hospital to Westmead Children’s Hospital.^[270][271]
• 2025-11-06: On 2025-11-06, a person driving a car struck a 34-year-old man at Kite Street, outside Factory Espresso, Orange. The man walking was pinned against a wall and was taken to hospital in a serious but stable condition.^[272]
• 2025-11-14: On 2025-11-14, a person driving a car struck a 10-year-old boy riding a bicycle at Avalon Parade, Avalon Beach. The person driving was reversing out of a driveway. The boy was taken to hospital in a stable condition.^[273]
• 2025-11-14: On 2025-11-14 a person driving a motorbike struck a 4-year-old girl walking at Popondetta Road in Dharruk. Officers allege a young person on the trail bike continued riding without stopping. The girl was taken to hospital.^[274]
• 2025-11-15: On 2025-11-15 a person driving a vehicle struck at woman, in their 50s, walking at Ferguson Street, Forestville. The woman walking was assessed by paramedics for possible hip and spinal injuries, and taken to hospital in a stable condition. NSW Police and NSW Ambulance attended.^[275]
• 2025-11-16: On 2025-11-16 a 35-year-old man riding an e-bike struck a 25-year-old person walking at Flood St in Bondi. The woman walking was taken to hospital in a serious but stable condition.^[276]
• 2025-12-10: On 2025-12-10 at 19:04:58, a person riding a motorbike was recorded allegedly pushing Daas Jabbour off his bicycle while he was riding on the M7 cycleway (an off-road bike path) at Rooty Hill. Daas stated one motorbike rider filmed while a second motorbike rider used his leg to push him off his bike, and footage of him in hospital is shown. 7 News reported 3 other cyclists reported being attacked on the same night, one of which suffered serious injuries.^[277]
• 2025-12-13: On 2025-12-13 a 78-year-old person driving a car crashed into a busy Vietnamese restaurant in Campbelltown. A 45-year-old woman walking past was struck. Eyewitness accounts describe the woman being face down and unable to move, and was taken to hospital with minor injuries. No people were dining in the car’s path when it crashed through the restaurant.^[278]

NSW Centre for Road Safety Statistics

Eligibility of fatalities reporting in daily statistics

Fatalities are removed from daily NSW Centre for Road Safety statistics^[279] if subsequent police or coronial investigation shows that they did not fall within National reporting guidelines. Fatalities are added from a crash occurring prior to the day’s date where a person subsequently dies within 30 days or the crash is reported late. Fatalities are deaths which occurred within 30 days of a crash as a result of injuries received in the crash. The crash must have occurred within the surveyed road reserve.^[161]: 1

Daily publication of statistics

Daily road fatality statistics are deleted daily. Updates are published in the morning and afternoon. Morning statistics documents are one page long.^[280] Additional information about the change in fatalities across all modes, such as road user class, age group, gender and urbanisation (metropolitan vs regional) is included in documents published in the afternoon.^[161]: 5

Publication of Police press releases

As of November 2025, NSW Police press releases are deleted or disappear after some months, and return “Oops, we appear to be experiencing technical difficulties”.^{[70][74][77][101]} NSW Police press releases are republished by other news organisations. For example, Mirage News articles republishing these press releases include a link to the original press release, and where NSW Police press releases are still available, the body text is identical.^[156][63]

Language

It is my goal to use accurate, factually correct and appropriate language in this page. I have followed Australian and international road safety communication guidelines.^{[281][282][283][284][285][286]} Any corrections or suggestions on language are much appreciated.

Use of the term ‘road toll’

‘Road toll’ is a legacy term. While the term is still sometimes used, most agencies instead using the phase “road deaths”^[10], “road fatalities”^[284][287], or “road trauma”.^[288] The problem with talking about ‘road toll’ is that “it implies that road trauma is an acceptable cost of having roads.”^[289] Journalists^{[290][291][292]} and media reporting guidelines suggest not using the term.^[284]

Use of the term ‘jaywalking’

The term ‘jaywalking’ has plenty of historical, derogatory and racial baggage. The term jaywalk “is not a historically neutral—one”. In the 1920s, the term “jaywalking” was created by the auto industry to shift blame for pedestrian deaths from cars to the pedestrians themselves.^{[293][294][295][296][297][298][299][300][301]} Originally an insult against bumptious “jays” from the country who ineptly gamboled on city sidewalks, it was taken up by a coalition of pro-automobile interests in the 1920s.^[293][298] In 1915, when New York City’s police commissioner Arthur Woods sought to apply the word “jaywalker” to anyone who crossed the street at mid-block, the New York Times protested, calling it “highly opprobrious” and “a truly shocking name.”^{[302]: 15 [303][304]}

The term “jaywalking” is an American term used for when pedestrians illegally cross the road at places other than intersections and zebra crossing, which is not illegal in NSW or Australia^[305] (for the exact details of the rules, see part 14 of the NSW road rules). “Jaywalking” is not a legal term in NSW^[306] or Australia.^[307] Victoria Walks have stated “No-one in Australia should use the word ‘jaywalking.'”^[308]

Australian writers should describe the specific pedestrian offence defined in the NSW Road Rules^[309][310] if possible, or use perhaps use the term ‘crossing against the light’^{[307][311][312][313][314][315]} or ‘illegal pedestrian crossing’.^[316] Other terms in use are ‘unsafe crossing’^{[317][318]: 200 [319]} and ‘unsafe crossing behaviour’.^{[320][318]: 60 [321][322]}

Footnotes

References